Crossover polarity switch



June 4, 1957 'r. H. SAWYER CROSSOVER POLARITY SWITCH 2 Sheets-Sheet 1 Filed Aug. 30, 1951 2 & F MA 6 A: 5 E m N f m 3/ a a}. w 71:11:! LJ J w M A 4 l l y Q n, r l Y .u B pi l a 3 Ttnwhfl'... M .0 .llrL xx 6 wvnx M 9% 3 a 6 a) Mi? 1 4 a w United States Patent CROSSOVER POLARITY SWITCH Thomas H. Sawyer, Mansfield, Ohio, assignor to The Ohio Brass Company, Mansfield, Ohio, a corporation of New Jersey Application August 30, 1951, Serial No. 244,402

4 Claims. (Cl. 191-37) A further object of the invention is the provision of means for the continuous energization of trolley vehicles regardless of the direction of travel of the vehicle.

A still further object of the invention is the provision of energy supply systems for trolleys wherein the distribution of energy is controlled by the vehicle.

In dual trolley systems, that is systems in which the energy is distributed to vehicles by means of a pair of electrical conductors extending from a power source and along the route of the vehicle, it is necessary that the conductors intersect at a common level at points of route crossing. Since ordinary connections would cause a short circuiting of the pair of conductors, it has been customaryto mechanically interconnect the conductors at the intersection by means of a crossover element. Such crossover elements are electrically insulated from the conductors and provide a point for the transit of the collector elements of the vehicles while crossing the intersection. As the crossover element is not energized, it often happens that vehicles become stalled at the intersection With concomitant delays and other difliculties.

The present invention is concerned with the remedy of the consequences of the aforesaid situation and conceives a solution of the problem by the energization of the crossover element. Particularly, the method of the invention comprises the formation of electrical connections between the crossover elements and the conductors along which a vehicle is approaching in response to signails or currents generated upon the approach of the vehicle to the intersection. Suitable novel apparatus for carrying out the method is described hereinbelow and including particularly interlocked relaysfor insuring a single polarity of energization of a crossover element.

It is a feature of the present embodiments of the invention that the current collectors of the vehicle control the energization of the'crossover,

It is a feature of the present embodiments of the invention that the crossover elements are automatically energized at the correct polarity corresponding to the directionof approach of the vehicle.

It is a feature of the present embodiments of the invention that short. circuiting of the trolley conductors because of malfunctioning" of the apparatus is impossible.

It is a feature of one embodiment of the invention that the crossover elements are deenergized upon passage of'thevehicle.

, The invention together with other features and objects will; be more clearly understood by reference to the following detailed description taken' in connection with tile accompanied drawings, in which:

Figure 1 is a schematic representationof an embodi- 2,794,86 7 Patented June 4, 1957 lCe ment of the invention adapted to be utilized "in connection with a single conductor trolley system;

Fig. 2 is a schematic representation of an embodiment of the invention adapted to be utilized in connection with a two conductor trolley system; and

Fig. 3 is a schematic representation of an embodiment of the invention adapted to be utilized in connection with a single conductor trolley system and normally having no potential on the crossover element.

Referring now to Fig. 1, the crossover energizing system of that embodiment of the invention is associated with a positive trolley conductor or bus 10 and a negative trolley conductor or bus 11, the two conductors meeting at an intersection or junction defined by a crossover 12. The two conductors are mechanically joined by the crossover element 12 and insulators 13, the insulators 13 serving to electrically separate the crossover element 12 from the conductors 10 and 11 and the conductors 10 and 11 into sections 14 and 15, and 16 and 17 respectively. In accordance with the invention, each of the conductors is provided with a contactor element adjacent each conductor at either side of the crossover element, each contactor serving as a sensing element. The approach of a vehicle serves to energize the sensing element by connecting the element to a source of potential.

In the embodiment of the invention here disclosed, the source of potential is the line generator which is connected to the contactor element through the trolley conductor. Contactors 18- are provided on either side of the crossover element and associated with the sections of positive conductor 10, while contactors 19 are similarly provided for the sections of negative conductor 11. The contactors may be of any suitable form, and are adapted to be struck by a collector element moving along the conductor so as to form a circuit between the conductor and the contactor.

A switching system including a control relay 2%), and a switching relay 21, 'is provided for connecting the crossover element 12 to either of the conductors 10 or 11 inresponse to the potentials established at the contactor elements by the' presence of collectors. The relay 21 includes two sets of contacts, an outer contact 22 of the first set being connected to the positive conductor 10' by a conductor 26 while an outer contact 25 of the second set is connected to the negative conductor 11. The remaining contacts 23 and 24 of the two sets, which may be termed adjacent contacts, are connected together and to the crossover 12 by a conductor 28. Contacts 22 and 23 are actuated by a solenoid 35- associated with those contacts, while contacts 24 and 25 are actuated by a similar solenoid 36.

The relay 21 is of an electrically reset, mechanical interlock variety, the adjacent contacts 23 and 24 being mechanically interconnected by the armature of the relay, so that when one set of contacts 22 and 23 is closed, the remaining set of contacts 24 and 25 is opened. The term adjacent will be used with reference to contacts 23 and 24 merely to designate the opera-tive relationship between the contact element of the two pairs of relay contacts and has no structural significance. The present embodiment of the invention are disclosed with specific reference to a mechanical interlock relay, although of course, electrical interlock systems may be utilized within the spirit of the invention.

The operation of the switching relay 21 is controlled by the control relay 20, which is also of an electrically reset mechanical interlock design and functionally similar to relay 21 in that the armature may move to close either set of contacts, but not both. Solenoid 29 of relay 20 is serially connected between contactor 18, associated with the positive conductor 10, and the negative conductor 11, a resistor 32 being provided as a voltage dropping or protective means. Similarly, a second so enoid 39 is serially connected between contactor 19, associated with the negative conductor 11, resistor 31, and conductor 10, solenoids 29 and 31) control contacts 33 and 34. Energization of solenoid 29 serves to close contacts 33 and open contacts 34, while energization of solenoid 30 serves to close contacts 34 and open contacts 33. Contacts 33 are serially connected between the positive conductor 16 and the solenoid 35 of relay 21, the remaining terminal of that solenoid being connected to the negative conductor 11. Contacts 34 similarly form a serial connection with conductor 10, solenoid 36 and conductor 11.

In operation, as the trolley vehicle approaches the intersection, the current collector of the vehicle will strike the contactor 18, thus closing the circuit of the solenoid 29 and closing contacts 33. Contacts 33 are closed and 34 opened, thus energizing the solenoid 35 and closing contacts 22 and 23, and opening contacts 24 and 25. The crossover 12 is thus connected to the positive conductor allowing the trolley to proceed through the intersection with a constant source of energy supply excepting only a brief interruption due to the insulators 13. Conversely, the approach of the vehicle along the negative conductor 11 will cause the solenoid 30 to be connected to the negative conductor 11, thus closing contacts 34 and opening contacts 33. Solenoid 36 is then energized, closing contacts 24 and 25, and opening contacts 22 and 23, and connecting the crossover element 12 to the negative conductor 11.

Referring now to Fig. 2, there is shown a representation of an embodiment of the invention adapted to be utilized in connection with two conductor trolley systems. There is shown a first set of trolley conductors 37 and 38 forming one branch and intersecting with a second set of conductors 39 and 40, which form a second branch of .the trolley system. The positive conductor 37 of the first branch is connected with the positive conductor 40 of the second branch and intersects the negative conductor 39 at the crossover element 41. Insulators 43 serve to .conductor 39 of the second branch and intersects the positive conductor 40 of the second branch at the cross-. over element 42.

Insulators 43 serve to electrically separate the crossover element 42 from the sections 48 and 49 of conductor 38 and from sections 50 and 51 of conductor 40. Contactor elements 52 associated with positive conductor 37 of the first branch and contactor elements 53 associated with the positive conductor 40 of the second branch are similar to those described in connection with the embodiment of Fig. 1.

The interconnection of the crossover elements 41 and 42 with the conductors is accomplished by a control relay 54 and two switching relays 55 and 56. The switching relays 55 and 56 are similar to the relay 21 of Fig. 1, each being of the electrically reset mechanical interlock type. Relay 55 controls the energization of crossover 41 and has an outer contact 57 of a first pair of contacts connected to the negative conductor 38 by means of a conductor 61, and an outer contact 60 of a second pair of contacts connected to the positive conductor 37 by a conductor 62. Adjacent contacts 58 and 59 are connected to each other and to crossover ele- 'ment 41 by a conductor 63. Similarly, relay 56 has noid 74 of relay 55 controls the closing of contacts 59 and 60. In relay 56, solenoid 77 controls the closing of contacts 66 and 67.

The control relay 54 is similar to relay 20 of Fig. l, and includes two solenoids 69 and 70, and associated sets of contacts 72 and 73. Energization of solenoid 69 closes contacts 72 and opens contacts 73, while energization of solenoid 70 closes contacts 73 and opens contacts 72. Solenoid 69 is serially connected between contactor 52, associated with the positive conductor 37, a dropping resistor 71, and the negative conductor 38. Solenoid 70 is serially connected between contactor 53, associated with positive conductor 40, dropping resistor '71, and the negative conductor 38. Contacts 72 are serially connected between the negative conductor 38 and solenoids 75 and 77, the remaining terminals of the solenoids being connected to the positive conductor 37. Contacts 73 serially connected between solenoids 75 and 77, and the positive conductor 37 and the negative conductor 38.

In operation, as the trolley vehicle approaches the in tersection along the branch including conductors 37 and 38, the current collector of the vehicle will strike the contactor 52, thus energizing the solenoid 69 and closing contacts 72. Solenoids 75 and 77 are energized to close contacts 59 and 60, and 64 and 65 respectively. Crossover element 41 is then connected to conductor 37 through the conductors 62 and 63, while crossover 42 is connected to the conductor 38 through the conductors 61 and 68. The crossovers are thus energized at the correct polarity and the vehicle may proceed through the intersection without interruption of energy supplied. For vehicles approaching along the branch including conductors 39 and 40, the current collector of the trolley will strike contactor 53 thus energizing solenoid 70, closing contact 73 and opening contact 72. Solenoids 74 and 76 are thus energized to close contacts 57 and 58, and 66 and 67, respectively. Crossover 41 is then connected to negative conductor 38 through conductors 61 and 63, while crossover 42 is connected to positive conductor 37 through conductors 62 and 68, and the crossover elements are again energized at the correct polarity corresponding to the direction of approach of the vehicle.

Referring now to Fig. 3, there is shown a schematic representation of an embodiment of the invention in which the crossover is energized as the trolley vehicle approaches the intersection and is deenergized as the vehicle leaves the intersection. The trolley system includes a positive conductor or bus 80 associated with a first branch and a negative conductor or bus 81 associated with a second branch of the system. The two conductors 80 and 81 intersect at a crossover element 82, insulators 83 serving to electrically separate the crossover 82 and the sections 84 and 85 of conductor 80 and sections 86 and 87 of negative conductor 81. A set of contactor elements 88 are associated with positive conductor 80 and a set of contactor elements 89 are associated with the negative conductor 81 for energizing the crossover element 82 as described in previous embodiments of the invention. There are, however, provided contactor elements 90 associated with the positive conductor 80 and contactor elements 91 associated with the negative conductor 81 and spaced outwardly from the energizing contactors for deenergizing the crossover element 82 as the vehicle leaves the intersection.

The system includes two control relays 92 and 93, and a switching relay 94. The switching relay has an outer contact 95 connected to the positive conductor 80 by a conductor 99 and a second outer contact 98 connected to the negative conductor 81 by a conductor 100. Adjacent contacts 96 and 97 are connected to each other, and to the crossover element 82 by a conductor 101.

Solenoid 112 controls the closing of contacts 95 and 96 and solenoid 113 controls the closing of contacts 97 and 98. The relay 94 may be a mechanical interlock relay, but one whosecontactsare normally open and close'only upon energization of the solenoid associated with a given set of contacts.

Control relays 92 and 93 are of the electrical reset, mechanical interlock type previously referred to and have one set of contacts normally closed and the other set normally open. Control relay 92 includesv a first set of contacts 102, which are serially connected between crossover energizing contactor element 89 associated with negative conductor 81, a solenoid 109 of relay 93, dropping resistor 111, and the positive conductor 80. Contacts 103 of relay 92 are serially connected between positive conductor 80 and solenoid 112 of relay 84, the remaining terminal of the latter solenoid being connected to the negative conductor 81 so that upon closure of contacts 103, the solenoid 112 is actuated to close contacts 95 and 96. Contacts 107- of relay 93 are serially connected between the crossover energizing contactor 88 associated with the positive conductor 80, solenoid 104 of relay 92, dropping resistor 106 and negative conductor 81. Contacts 108 of relay 93 form a serial connection between positive conductor 80, and solenoid 113 of relay 94, the remaining terminal of solenoid 113 being connected to negative conductor 81. Solenoid 105 of relay 92 and resistor 106 form a serial connecti rr between the deenergizing contactor 90 associated with the positive conductor 80 and the negative conductor 81, while the solenoid 1-10 of relay 93. and resistor 111 forrna serial connection between the deenergizing contactor 91, associated. with negative conductor 81 and the positive conductor 80. The contacts 102 of relay 92 are normally closed and contacts 103 are normally open, so that energization of solenoid 104 opens. contacts 102 and closes contacts 103, while energization of solenoid 105 recloses contacts 102 and opens. contacts 103.. Similarly in relay 93, contacts 107 are normally closed and contacts 108 are normally open, so that energization of solenoid 109 opens contacts 107 and closes contacts 108, while energization of solenoid 1-10- recloses cont-acts 107 and closes contacts 108.

In operation, as a trolley vehicle approaches the intersection along the branch including positive conductor 80, the current collector will strike the crossover energizing contactor 88, thus closing the circuit of the solenoid 104 and opening contacts 102 and closing contacts 103. Upon closure of contacts 103, solenoid 112 of relay 94 is energized to close contacts 95 and 96, and connect the crossover 82 to the positive conductor 80 through conductors 99 and 101. As the vehicle leaves the intersection, the current collector strikes the crossover deenergizing contactor 90, thus energizing the solenoid 105 of relay 92 to close contacts 102 and open contacts 103. The solenoid 112 of relay 94 is deenergized and solenoid 109 of relay 93 is connected to the crossover energizing contactor 89. Thus, after the vehicle current collector passes the deenergizing contactor 90, both sets of contacts of the relay 94 are open and the crossover element is deenergized. Similarly, upon approach of a vehicle along the negative conductor 81, the current collector strikes the energizing contactor 89 to energize the solenoid 109 of relay 93, thus opening contacts 107 and closing contacts 108 to energize the solenoid 113 of relay 94. The contacts 97 and 98 are thereby closed to connect the crossover element 82 to the negative conductor 81 through conductor 100 and 101. As the trolley leaves the intersection, the current collector strikes the deenergizing contactor 91, thus energizing solenoid 110 of relay 93 to close contacts 107 and open contacts 108. Solenoid 113 of relay 94 is deenergized and contacts 97 and 98 opened so that the crossover element is again deenergized and remains in that condition until the approach of another vehicle.

It is to be understood that the insulators 13, 43, and 83, associated with the crossover in the various illustrative embodiments of the invention, are of such length that the current collector of the trolley may not bridge the insulator. The conductor will thus not be connected directly .to the crossover and :the possibility of shorteircuits is obviated.

The invention has been illustrated and described with particular reference to a system employing a contactor adjacent the trolley conductor as a sensing element for. the control of the switching relays. It is to be understood, however, that the invention may be implemented by variousv other forms of sensing element, it being only necessary that the element provide a potential for the actuation of the control relays upon approach of a vehicle. Further, it is to be understood that various other rearrangements of the parts. and modifications of design may be resorted to without departing from the scope .or spirit of the invention as herein claimed.

What is claimed is:

1. Apparatus adapted to be operated. by an. approaching vehicle to energize a crossover and by a departing vehicle to deenergize the crossover and comprising two control relays and a switching relay, the switching relay including two solenoids and a set of normally open contacts associated with each of the solenoids, each set of contactsbeing adapted to be connected to a crossover and one of two trolley conductors, means for closing a first one of the contacts of the switching relay comprising a set of normally open contacts .of a first one of the switching relays connected to the. solenoid associated with the switching relay contacts, a solenoid in the first control relay adapted to close the first set of contacts of that relay and a set' of normally closed contacts of the second control relay connected in series with the said first solenoid of the first switching relay and adapted to be connected to a sensing element associated with a first trolley conductor, a secondsimilar means for closing the second. contacts of the switching relay including a set of contacts and a solenoid in the second control relay and a set of normally closed contacts in thelfirst control relay adapted to be connected to a sensing element associated with a second trolley conductor, and means for opening either set of contacts of the switching relay comprising a solenoid in each of the switching relays for opening the contacts connected to the solenoids of the switching relay and adapted to be connected to sensing elements positioned adjacent the trolley conductors and beyond the first-named sensing element from the crossover.

2. Trolley crossover apparatus comprising two trolley wires at different potentials with separate conductors extending from an intersection, an electrically conductive crossover having two crossed trolley runners aligned with the respective trolley wires at the intersection, and insulators disposed between the conductors and the crossover, a heavy-current relay with two pairs of normally open contacts, a solenoid associated with one pair of contacts for closing those contacts and a second solenoid for closing the remaining pair of contacts, each when energized, a connection from a contact of one of the said pairs of contacts to one of the trolley wires, a connection from a contact of the remaining pair of contacts to the remaining trolley wire, and connections from a contact of each of the pairs of contacts to the crossover, a control relay having two pairs of contacts, and a solenoid associated with each pair of contacts for closing that pair of contacts when the solenoid is energized, and a series connection from each heavy-current relay solenoid through an associated pair of contacts of the control relay to the two trolley wires for energizing the said solenoids, two contactors associated with one of the trolley wires on each side of the crossover, and a series connection from the said two contactors to a first solenoid of the control relay and to the second trolley wire, two energizing contactors associated with the second trolley wire on each side of the crossover, and a series connection from the last named contactors to the second solenoid of the control relay and to the first trolley wire, all for operating the control relay and heavy-current relay to connect the crossover to the trolley wire to which the associated contactor has been connected by an approaching current collector and thereby energize the crossover at the potential of that trolley wire.

3. The invention in accordance with claim 2, and including third and fourth trolley conductors parallel to but separated from the first two trolley conductors, a second similar trolley crossover and insulators for the third and fourth trolley wires, a second heavy-current relay and connections from the movable contacts of the said second relay and the crossover and from the fixed contacts of the said second relay to the fixed contacts of the first named heavy-current relay, and connections from the solenoids of the said second relay to the associated solenoids of the first named heavy-current relay.

4. Trolley crossover apparatus comprising two trolley wires at different potentials with separate conductors extending from an intersection, an electrically conductive crossover having two crossed trolley runners aligned with the respective trolley wires at the intersection, and insulators disposed between the conductors and the crossover, a heavy-current relay with two pairs of normally open contacts, a solenoid associated with one pair of contacts for closing those contacts and a second solenoid for closing the remaining pair of contacts, each when energized, a connection from a contact of one of the said pairs of contacts to one of the trolley wires, a connection from a contact of the remaining pair of contacts to the remaining trolley wire, and a connection from a contact of each of the pairs of contacts to the crossover, two control relays each having a normally open pair of contacts and a pair of normally closed contacts with a first solenoid for reversing the normal condition of the contacts and a second solenoid for returning the contacts to their normal condition, and connections from the normally open contacts of each relay to one of the solenoids of the heavy-current relay, and to the two trolley wires, two energizing contactors associated with a first one of the trolley wires on each side of the crossover and a series connection from the said two energizing contactors to the normally closed contacts of the first relay, the first solenoid of the second control relay and to the second one of the trolley Wires for operating the heavy-current relay to connect the crossover to the conductors of the said first trolley wire when a trolley approaches the intersection, two de-energizing contactors associated with the first trolley wire outwardly of the two energizing contactors from the cross-over and a series connection from the two tic-energizing contactors to the second solenoid of the second control delay, and to the second trolley wire for operating the heavy-current relay to disconnect the crossover when a trolley has passed through the intersection, and a second similar arrangement having two energizing contactors associated with the second trolley wire on each side of the crossover connected to the normally closed contacts of the second control relay and the first solenoid of the first control relay, and two tie-energizing contactors associated with the second trolley Wire on each side of the crossover and outwardly from the energizing contactors connected to the second solenoid of the first control relay.

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